Memories, oh-so sweet memories. Swinging a leg over the 2011 Kawasaki Ninja 250R for this test brought back a tidal wave-like rush of emotions. My first-ever street bike was a Ninja 250, bought when I was 16 in 1998. I had to work multiple jobs to pay for it, but all I remember was being so stoked to finally have a bike that I could handle which was actually decent-looking and sporty. It was a match made in heaven; a match that Kawasaki has been making for over 20 years.
But there’s finally a new kid in town from another of the major Japanese bands - Honda’s all-new CBR250R (be sure to check out the 2011 Honda CBR250R First Ride review). The big question that arose after riding the Honda a month back was: Can it challenge the tried-and-true Kawasaki, or will Honda come up short? Only one surefire way to find out - it’s shootout time!
These bikes are designed for the streets and for those less-experienced riders (that’s not saying a more versed rider can’t have fun on them), which is why we stuck to the open road for this comparison, piling on loads of streets miles and weeks spent commuting to and from the office, while also performing a series of objective performance tests (0-60mph acceleration and braking, fuel mileage and dyno numbers).
And the final result was somewhat surprising. What wasn’t a surprise was how evenly matched these two bikes are, right down to the $3999 base sticker price. Choosing a winner would be no easy task, but, then again, it rarely is. So, without further ado, we give you the 2011 MotorcycleUSA 250 Sportbike Shootout…
All-new from the ground up, the new baby CBR features a 249cc single-cylinder and is fuel injected, something the more dated Kawasaki is not. It features a four-valve DOHC cylinder head with a compression ratio of 10.7:1. Because it’s a single cylinder engine, which is inherently vibration prone, a gear-driven counterbalancer reduces vibration and sits as close as possible to the crankshaft so as to reduce overall engine size and centralize mass.
Other features include a six-speed transmission and twin-spar steel frame. A 37mm, non-adjustable conventional fork graces the front and Honda’s proprietary Unit Pro-Link and single shock setup handles rear bump absorption and is adjustable for spring preload only.
Braking is handled by a single 296mm disc up front, gripped by a dual-piston caliper; out back a single 220mm disc and single-piston caliper further aids in stopping the CBR. Seat height stands at 30.5 inches with a short wheelbase of 53.9 inches. The new entry-level Honda is also one of the manufacturer’s first worldwide production sportbikes. Made almost entirely in Thailand, the new Honda meets all U.S., Euro and Asian emission and sound regulations and will be the same bike for all markets, the only variance being different color combinations.
We werent fans of Hondas optional 500 linked ABS set-up as it wasnt well calibrated and detracted from the overall riding experience.
Coming to America in Metallic Black or a Red/Silver color combination, the CBR250R retails for $3999 (exactly the same as Kawasaki’s Ninja 250R). ABS is also available as an option adding an extra $500 retail price. The new bike will hit dealers this spring.
Swing a leg over the CBR, turn the key and thumb the push-button starter and the first thing one notices is how easily it comes to life. Unlike the Kawasaki, the fuel-injected Honda doesn’t require the use of a choke and starts up reliably while the carbureted Kawi takes some throttle finessing and struggles some when first fired in the morning.
Pulling in the clutch lever requires almost no effort. Usually a light-action, left-hand lever is a plus, but if you go too far and make it this effortles, it can become difficult to find the engagement spot. This is one area where the Kawasaki and its excellent clutch hold an advantage.
“It definitely helps that the thing has a bit of torque off the line. It makes it a little more friendly to get off and running as compared to the Kawasaki,” adds Road Test Editor, Adam Waheed.
Get the new little CBR moving and you will instantly notice how dialed the fueling is at low rpm. The throttle response is right on the mark and initial pick-up straight off the line is slightly better than the Ninja. This makes the bike easier to use when navigating traffic-laden city streets. The six-speed transmission is also geared noticeably lower than the Kawasaki, aiding in the initial jump off the line compared to the Ninja which requires a bit more clutchwork to get it rolling from a stop. The short gearing comes at a prce, starting with a fairly quick shift into second gear, though thankfully the CBR features one of Honda’s trademark seamless transmissions, that is both positive as well as easy to use.
“The fuel injection was perfect on the Honda,” said test rider Justin Dawes. “The Honda also starts up far easier and just plain runs better at lower revs. It’s feels like a better bike for bombing around town and short trips to run errands than the Kawasaki.”
Easy handling is what the CBR250R is all about.
The fuel-injected Single offers a little more bottom-end engine power compared to the Kawasaki. This makes it easier to launch at a stop.
Easy, rider-friendly handling is what the 2011 Honda CBR250R is all about.
As for measured gas mileage, the more modern technology of the fuel injected Honda makes for a noticeable difference over the green bike. When averaging a mixture of canyon roads at full-tilt and freeway commuting, the trusty Honda recorded an astonishing 64.7 mpg. As for the Kawasaki, the more dated carb setup mustered an average of 49.1 mpg, giving the CBR the nod in the lightened-pocketbook department.
And while the fuel injection both gets better gas mileage and propels it off the line a hair quicker, this didn’t translate into quicker performance numbers – quite the opposite turned out to be true. The Honda 250’s best 0-60 mph time is 8.5 seconds, but the Kawasaki trips the lights with a best time of 7.7 seconds. This is backed up on the dyno, at least in terms of top-end horsepower, as the Honda produces 22.66 hp at 8600 rpm, while the Kawasaki twists the drum to the tune of 26.34 hp at 11,000 rpm. However, the Honda takes top honors in terms of torque, boasting 15.23 lb-ft at 7100 rpm compared to 13.42 lb-ft at 9900 rpm for the Kawi. This comes as no surprise, as both sets of numbers back up our initial seat-of-the-pants feelings exactly.
Our CBR was equipped with Honda’s Combined ABS brake system. It adds a little to the price, but Kawasaki doesn’t even offer ABS. Regardless, the two machines were identical when stopping from 60 mph, getting the job done in a very respectable 143 feet.
While the mechanical C-ABS system may be safer for some newer riders, it was a point of contention for some of our testers. The system is linked, meaning the front brake lever operates the front caliper only, but stomp on the rear pedal and both front and rear calipers engage. Due to the amount of linking power the system has: When actuating the rear brake with substantial force the softly-sprung front-end dives excessively. It’s enough to startle someone not accustomed to the system, especially when used at any kind of lean angle. The setup also reduces rider feel and feedback more than we expected.
Still, the Honda excels when it comes to ease-of-use for newer riders. It feels lighter when picking it up off the oddly long kickstand and the seating position makes for a very comfortable riding position for riders of all sizes. Add to that a more comfortable seat and the result is a bike that is all-round ergonomically superior.
“The Honda is a lot more comfortable than the Kawasaki,” Editorial Director Ken Hutchison said. “The bike is smaller but more roomy and doesn’t cramp the rider as much. The seat is also way more comfortable than the Ninja perch.”
Motorcycle handling is a very subjective thing. Some prefer a machine that’s planted and stable, while others like the knife-edged, turn-on-a-dime feeling that machines like Yamaha’s R6 has made popular. Honda’s new mini-CBR definitely leans toward the latter, turning with the slightest input. Simply think of turning, look through the corner the Honda follows like a well-trained Labrador, mirroring one’s intentions without hesitation. As a tradeoff the front-end of this bike has a tendency to feel flighty when pushing along at a good pace, and doesn't feel quite as planted at the Kawasaki. That's a trade-off we are willing to make given how nimble it feels in the city though.
“The Honda steers quickly, quicker than the Kawasaki, but it also feels much less connected to the pavement when you are hauling butt around canyon roads,” Hutchison adds. “I think because it’s so light the front end feels a little vague compared to the Kawasaki, which carves up the faster roads better.”
When it comes to outright engine power and acceleration the single-cylinder Honda still has some way to go to catch the Kawasaki Twin. It’s nearly a second slower to 60 mph and up top it hits a wall shy of 90 mph whereas the green machine will almost nudge 110 mph with the right conditions (downhill, no wind). In side-by-side roll-ons the Ninja was also noticeably quicker.
The biggest difference is the cruising speeds on the freeways. The Honda has to work harder in order to keep pace on the freeway once you reach that 55-65 mph range, running near top speed and vibrating more than the Ninja 250. This makes it tougher to pass when the time comes, as one isn’t left with much breathing room to get around the faster cars ahead. The Kawasaki isn’t exactly a high-speed racer, but it does give a few thousand more rpm to play with when overtaking slower traffic.
“The vibration, especially between 5000-7000 rpm, is much more on the Honda. It feels rough,” Dawes states. “The Honda just struggles more when the speeds increase, making the Kawasaki a far superior bike on the freeway. It just feels safer.”
The Honda CBR250R offers a little more bottom-end engine power compared to the second generation Ninja 250 which makes it easier to get off and running.
But while the Honda may not have the top-end of the Ninja, the bottom-end and spot-on fueling, plus ease of use and agility makes for one of the best beginner bikes on the market today. Not to mention the styling, which garnered more looks from passing motorists than the look-at-me-green Kawasaki.
Dawes summed it up well, adding that he “would pick the Honda if I was a beginner rider because it’s a little bit easier to ride and feels smaller. Plus it’s more comfortable ergonomically and while the Kawasaki is better for high-speed and freeway runs, most new riders will be doing more short rides and staying around town, which is where the Honda excels. Though that doesn’t mean it would be my pick as a more experienced rider.”
In complete contrast to the totally new CBR, with the exception of a major styling change and some internal engine tweaks for 2008, the Kawasaki Ninja 250R has featured the same basic architecture since its inception in 1983. That’s well over two decades in production with only a host of minor changes throughout the years. And while one would think this would put the little Kawasaki at an advantage, much like we thought coming into the shootout, they would be wrong.
At the heart of the little Ninja 250R is a DOHC, liquid-cooled 248cc Parallel Twin 4-stroke that comes by virtue of a 62 x 41.2mm bore and stroke. This engine has more or less been the basis of the bike since Day 1. However, the tried and true engine received reshaped intake and exhaust ports, as well as a more compact combustion chamber and thinner valve stems in the ’08 revision. New camshafts, cam chain tensioner and more efficient cooling system were also a result of the update a few years back.
Dual Keihin CVK30 carbs deliver fuel to the engine, while the power is put to the rear wheels by a revised-in-’08 six-speed transmission. Also updated three years ago was the Ninja’s suspension, a new 37mm Showa fork up front and KYB shock gracing the rear. The front is non-adjustable, while the rear features pre-load adjustability, something the previous model lacked. Steering angle was changed from 27 to 26 degrees, while the outdated 16-inch wheels were replaced with more modern 17-inch units.
Seat height was also raised in 2008, going up 1.2 inches to sit 30.5 inches off the ground. While a bit up compared to the previous model, it’s exactly the same as the new Honda and still quite easily accessible for riders of just about any stature. Rounding out the updates three years back was all-new styling and pedal-style brakes; a single 290mm unit up front and 220mm disc out back.
This entry-level Ninja, which has been a top seller for Kawasaki for decades, remains almost totally unchanged for 2011, the exception being the customary BNG (Bold New Graphics) treatment. Retail price is $3999 and 2011 models are available now in dealers – if you can find one that is – in Black, Green/Black and Pearl White/Black color combinations.
Gear up, get on the Kawasaki and hit the right-hand starter button; the green machine fires to life in a fairly lackadaisical manner, sometimes requiring the use of the handlebar-mounted choke to get running in cooler temperatures. This is one area where the Honda has the Kawasaki pegged, as the CBR is off and away nearly instantaneously no matter the temp, while the carbureted Ninja requires a couple minutes warm-up time.
Once up to temp and underway the little Ninja sparks to life with an EPA-muted whine, running well from 2000 rpm all the way to the 13,000 rpm redline. Throttle response, while not as good as the fuel injected CBR, comes to life and becomes far more precise as speeds increase. For a carbureted engine the Kawi does well to not hiccup or bog down too badly at lower revs, and when into the upper rpms it outpaces the Honda quite easily.
“There’s no question the Honda runs better off the bottom, especially when cold,” says Waheed, “but once you get the Kawasaki going and under power it quickly pulls ahead. There’s no question it’s quicker everywhere throughout the rev range with the exception of the first eighth turn of throttle. Besides that there’s no doubt the Kawasaki has the Honda’s number when it comes to the engine department.”
A glance at the dyno shows exactly that, the Ninja 250R putting down 3.68 more ponies. As for torque, the Kawasaki lags slightly behind with a 1.81 lb-ft disadvantage. This added torque gets the Honda off the line quicker initially, but these bikes are quickly into the horsepower range, which helps propel the Kawasaki to a much quicker 7.7-second 0-60 mph time compared to the Honda’s best of 8.5 seconds.
The Ninjas only noted downfall on the freeway was a high-frequency buzz. Though the Honda Single vibrates more throughout the range.
One pays a bit for this added performance – in terms of gas mileage that is. The Kawasaki averaged 49.1 mpg over our term of usage while the Honda is some 15 mpg superior, averaging an impressive 64.7 mpg. When it comes to stopping distances things get much closer – exactly the same actually – with both bikes getting hauled down from 60 mph in 143 feet.
Another benefit of this added performance is freeway composure, as the Kawasaki runs almost 2000 rpm lower at 70 mph and will keep going to well over 90 mph whereas the Honda runs out of steam. This gives the rider an easier and safer time passing other traffic, as the Ninja isn’t nearly as strained at left lane cruising speeds.
“The Ninja is more suited to riders who will need to log miles on the freeway or go on longer riders,” Hutchison comments. “Same goes for longer commutes – this is an area the Kawasaki has an advantage over the Honda because the engine just feels like it isn’t working so hard over extended periods at 70 mph.”
The Ninja’s only noted downfall on the freeway was a high-frequency buzz. Though the Honda Single vibrates more throughout the range, the Kawasaki is very smooth down low but as revs build a light hand-tingling sensation comes to the forefront, something some riders minded more than others.
Adds Hutchison: “This motorcycle feels more buzzy to me than the Honda. Both have vibration but the Kawasaki makes my hands tingle and the Honda did not. I feel the difference is similar to the way a Ducati Twin vibrates compared to the way an Inline-Four engine buzzes.”
But not everyone agreed with Hutch, Dawes commenting he felt less overall vibration from the Kawasaki compared to the Honda, something Waheed and I also agreed with.
Once off the freeways and onto the back roads the Kawasaki continues to shine. Handling from the quarter-liter Ninja is very planted and stable, the bike changing direction with minimal effort and holding a line extremely well. Stability is also quite confidence inspiring, as while it may not be as sharp-edged as the Honda, the Kawasaki feels quite a bit more solid. Both come equipped with IRC Road Winner tires, which aren’t horrible, but if you plan to take one to a trackday we highly recommend changing out the rubber for something a bit stickier.
“It feels a little bigger, more like a motorcycle; where the Honda feels kind of small like a scooter,” says our largest test rider at 5’11” at 200 pounds. “It just seems to handle a little better and doesn’t flex as much on bumps in the corners.”
Overall ergonomics are somewhat similar to the Honda, both seats sitting 30.5 inches off the ground with an easy reach to the raised up clip-ons and pegs not overly cramped. As for overall comfort, the Honda’s cozier seat gave it the nod over the Kawasaki, if ever so slightly.
“I like the way the Honda looks and it is a lot more comfortable than the Kawasaki,” says Hutchison. “The bike is smaller overall but more roomy and doesn’t cramp up the rider as much. Also, the seat is great, definitely way more comfortable than the Ninja seat. It seems to be a perfect bike for in-town commuters or weekend jaunts in the hills.”
The Kawasaki also falls behind slightly when it comes to the transmission, as the seamless six-speed on the Honda is smoother and more positive, where the Kawasaki is slightly dead feeling and can be sloppy engaging, especially from first to second. That’s not saying it’s bad in any way, it’s just not on the same level as the Honda.
And while the Honda has the Kawasaki’s number in terms of transmission and slow-speed running, as well as gas mileage, the speed and handling abilities of the Kawasaki are impossible to overlook. By virtue of a 3-1 decision among testers, we have to give the Kawasaki the nod as shootout winner; surprising considering how much older the basic technology is. But Kawasaki has had over two decades to get it dialed in, and when it comes to the lightweight sportbike market, it’s done its homework. The real winner in this are beginner sportbike riders all over the world, as now there are more than one high-performance quarter-liter options, which will hopefully encourage more people to share in the sport we all love so dearly.
The Kawasaki Ninja 250R comes out on top in this 250 Sportbike Shootout.
http://www.motorcycle-usa.com/9/9134/Mo ... -250R.aspx
